Impact features

ABSTRACT

A vehicle platform with a variety of impact safety features including front and rear impact features as well as side impact features designed to protect the passenger compartment as well as the battery compartment and vehicle chassis components. Some features may include crumple zone components, deflectors and modular energy absorption units.

CROSS-REFERENCE TO RELATED APPLICATIONS AND CLAIM OF PRIORITY

This application is a continuation of U.S. patent application Ser. No.16/920,375, filed on Jul. 2, 2020, which claims priority to U.S.Provisional Patent Application No. 62/869,823 filed on Jul. 2, 2019. Thecontents of the above-identified patent documents are incorporatedherein by reference.

TECHNICAL FIELD

The present invention relates generally to the safety features oftenrelated to vehicles, and more specifically to impact energy absorptionstructures for use in vehicles that can be tuned and/or adjusted toaccount for a number of different vehicle configurations.

BACKGROUND

Automobile vehicles may generally be described in relation to a body orcabin, which are designed to enclose the passengers, and the variouselectrical, mechanical and structural systems, subsystems and componentsthat allow the vehicle to operate. Often hidden behind the functionalfeatures of an automobile are a number of safety features designed toallow for the safe operation of the vehicle as well as to prevent thevehicle framework from intruding on the passenger compartment in theevent of a crash. Furthermore, many such elements help to reduce thedamage to many other functional components such as the battery,powertrain, chassis etc. in traditional automobile design, the body andvarious functional systems and components are inextricably intertwined.For example, mechanical linkages directly interconnect the steering andbrake systems between the wheels and the passenger, and elements such asthe motor and cooling systems are disposed in a front compartment thatextends upward into the body of the vehicle. Among all the systems andsubsystems that are integrated into the automobile design, the safety ofthe occupants is foremost and many efforts have been made to ensure thepassenger compartment is protected as much as possible during a crashevent.

The numerous interconnections between the body and the functionalcomponents of a vehicle create a number of manufacturing and designinefficiencies, specifically related to the complexity of safetyfeatures necessary for the functionality of the vehicle. For example, achange in the motor may necessitate a change in the dimensions of thebody which can also require necessary changes to safety features.Similarly, altering the passenger compartment to include newly desiredfeatures, such as, for example, altering the vehicle profile orpassenger seating position, may require a redesign of one or all of thefunctional systems of the vehicle. Additionally, any changes to thevehicle design can potentially affect the underlying safety of thevehicle for the occupants. Accordingly, a great deal of effort has beenmade to design generic functional vehicle platforms (also referred to inthe art as “skateboards”) onto which numerous vehicle bodies (alsoreferred to in the art as “top hats”) may be easily attached withoutrequiring any alteration to the components of the vehicle platformitself while maintaining the same desired safety features.

To accomplish this, vehicle platform designers endeavor to locate asmany of the functional components of the vehicle into the vehicleplatform as possible so that the number of interconnections between thevehicle body and vehicle platform can be reduced. Additionally, theintegration of different vehicle bodies on a generic vehicle platformcan create a number of issues not readily anticipated in traditionalvehicle design. For example, traditional vehicles can develop a singleframework for a certain class of vehicle that may be designed tomaintain certain safety standards within that classification such as anSUV. However, traditional design would not allow for an SUV body to beplaced on a sedan frame and still maintain the desired level of safetyfor the occupants because the additional load of an SUV would alter thefunctionality of the sedan frame.

Recent advances in electric motor and battery technologies have madeelectric vehicles practical to manufacture. Electric vehicles have anumber of advantages over conventional internal combustion vehicles,including the dramatically reduced footprint of the drive traincomponents and the potential for increasing the occupant space withinthe body of the vehicle. However, despite the many advantages, manymanufacturers still maintain the design elements of the past resultingin the same inefficiencies in the design and functionality of the safetysystems and components.

SUMMARY

Many embodiments are directed to electric vehicle platforms and avariety of safety features that can be implemented within an electricvehicle platform. Many embodiments include features that are modular innature and therefore tunable to accomondate a wide range of differentvehicle configurations that may require an associated wide range ofstructural and functional considerations. Some embodiments may bedirected to materials, component systems, as well as methods ofmanufacture.

Many embodiments include a vehicle platform with a frame structure madeup of a plurality of interconnected structural elements that generallyform a planar body with a front portion, a rear portion, a centralportion, and a front and rear transition portion that connects the frontand rear portions to the central portion. The front portion has an upperenergy absorption unit with an elongated body that is connected to anupper lateral component and a portion of the frame structure. The upperenergy absorption unit is disposed such that it is longitudinallyparallel with a longitudinal axis of the frame structure and alignedwith the lateral frame component. The body of the upper energyabsorption unit has a crush zone such that when an impact force isintroduced the crush zone compacts a predetermined distance whileabsorbing energy from the impact force.

The front portion also has a lower load path configured with a lowerenergy absorption unit having an elongated body with a first endconnected to a lateral front component of the frame structure and asecond end opposite the first end wherein the second end is connected toa portion of the frame structure. The lower energy absorption unit has adesignated crush zone and a bending zone with a body such that when theimpact force is introduced the designated crush zone compacts apredetermined distance while absorbing energy from the impact force andwherein the bending zone is configured to bend and deflect subsequentenergy not absorbed by the designated crush zone. At least one of theupper energy absorption unit in the upper load path or the lower energyabsorption unit in the lower load path has a tunable control elementhaving a body configurable to crush a predetermined distance range fromthe receipt of the impact force

In other embodiments, the upper energy absorption unit in the upper loadpath and the lower energy absorption unit in the lower load path of thefront portion comprise of a tunable control element configurable tocrush a predetermined distance range from the receipt of an impactforce.

In still other embodiments, the lower control element is disposed withinan interface between the crush zone and the bending zone and wherein thecontrol element controls the amount of compaction that occurs in thecrush zone.

In yet other embodiments, at least one of the upper and lower controlelements have a length that extends from the interface into the crushzone and wherein the length of the control element may be tuned toaccount for a different impact force.

In still yet other embodiments, the control elements is connected to thecrush zone using a plurality of mechanical fasteners.

In other embodiments, the plurality of mechanical fasteners is selectedfrom the group consisting of rivets and bolts.

In still other embodiments, the upper control element is disposed withina connection interface between the upper energy absorption unit and thevehicle frame structure.

In yet other embodiments, the upper and lower control elements havedimensions that can be adjusted to control a crush stack up in the upperand lower energy absorption units respectively.

In still yet other embodiments, the vehicle platform has a lowerdeflection element having an angular body an inboard side and anoutboard side wherein the inboard side extends parallel and rearwardalong a portion of the frame structure and the outboard side extendsoutward and rearward from the front end of the framework at an anglesuch that it progressively diverges from the frame structure such thatwhen an impact force is introduced the lower deflection element deflectsthe impact energy in a direction away from the frame structure.

In other embodiments, the vehicle platform has an upper deflection unitwith an elongated body having an external face and an internal face,where the elongated body extends outward from the frame and isconfigured to deform in such a way that it moves inward towards theframe structure during an impact to the external face and wherein theupper deflection unit has a spacing element disposed on the internalface having a predefined body shape configured to stop the deformationof the deflection unit by contacting the upper later frame componentduring deformation.

In still other embodiments, the predefined body shape is triangular.

In yet other embodiments, the vehicle platform has a plurality ofsupport elements disposed within an interior space of the interconnectedstructural elements throughout the frame structure.

In still yet other embodiments, at least two of the plurality of supportelements are disposed within the front transition portion and areseparated by a predefined distance such that during an exposure to theimpact force the at least two support elements can move towards eachother until they contact thereby reducing the amount of impact energydistributed to other components of the frame structure.

In other embodiments, wherein the transition element is configured witha groove disposed within the vehicle frame structure between the atleast two support elements that allows for a desired amount of bendingin the transition portion.

In still other embodiments, at least one of the at least two supportelements has an elongated body that extends substantially along lateralsupport elements of the frame structure such that it extends into atleast a section of the central portion.

In still yet other embodiments, one of the support elements has a bodythat extends over the transition point.

In other embodiments, the support elements are bulkhead elements.

In still other embodiments, the central portion is formed of at least afirst lateral element and a second lateral element separated by a spaceand a plurality of central spacing elements disposed within the spaceand extending between the first and second lateral elements, and whereinthe first and second lateral elements are disposed near lateral outsideportions of the frame structure.

In still yet other embodiments, each of the plurality of central spacingelements have tunable dimensions such that the frame structure canaccommodate a number of impact energies.

In other embodiments, the vehicle platform has a plurality oflongitudinal spacing elements that are disposed between at least one ofthe plurality of central spacing elements and a lateral support of theframe structure such that the longitudinal spacing element issubstantially perpendicular to the central spacing element.

In still other embodiments, the vehicle platform has a side impactenergy absorption unit with an elongated casing element having an insidesurface and an outside surface. Additionally there are a plurality ofhollow structural containers each having an elongated body forming anouter shell with a first open end and a second open end wherein thefirst end is attached to a rear backing plate and the second end isattached to a front backing plate such that the front and rear backingplates close off the plurality of hollow structural containers. Each ofthe front and rear backing plates are attached to the inside surface ofthe casing element such that the elongated body of the structuralcontainers runs substantially perpendicular to the longitudinal axis ofthe casing element. There are also a plurality of side structuralsupport elements disposed along the longitudinal length of the casingelement such that they are disposed on at least one side of the hollowstructural containers and running parallel to the elongated body of thestructural containers.

In still yet other embodiments, at least one side impact energyabsorption unit is disposed on an outside surface of each of the firstand second lateral elements.

In other embodiments, a plurality of side impact energy absorption unitare disposed on an outside surface of each of the first and secondlateral elements.

In still other embodiments, the vehicle platform has a plurality ofreinforcement patches disposed over the front or rear transitionportions, wherein the reinforcement patch has an elongated body andextends substantially along the transition portion in a plurality ofpositions.

In still yet other embodiments, the elongated body of the reinforcementpatch wherein the dimensions are tunable to accommodate the impactforce.

Other embodiments include a side impact energy absorption unit that hasan elongated casing element having an inside surface and an outsidesurface. Additionally, the side impact unit has a plurality of hollowstructural containers each having an elongated body forming an outershell with a first open end and a second open end wherein the first endis attached to a rear backing plate and the second end is attached to afront backing plate such that the front and rear backing plates closeoff the plurality of hollow structural containers. Each of the front andrear backing plates are attached to the inside surface of the casingelement such that the elongated bodies of the structural containers runsubstantially perpendicular to the longitudinal axis of the casingelement. There are also a plurality of side structural support elementsdisposed along the longitudinal length of the casing element such thatthey are disposed on at least one side of the hollow structuralcontainers and running parallel to the elongated body of the structuralcontainers.

In other embodiments, the casing comprises a plurality of attachmentpoints such that the side energy absorption unit is interconnectable toa vehicle platform structure.

In still other embodiments, at least a portion of the plurality ofhollow structural containers run parallel to the longitudinal axis ofthe casing element.

In still yet other embodiments, the dimensions of each of the pluralityof hollow structural containers is adjustable to account for a higher orlower level of impact energy absorption

Additional embodiments and features are set forth in part in thedescription that follows, and in part will become apparent to thoseskilled in the art upon examination of the specification or may belearned by the practice of the disclosure. A further understanding ofthe nature and advantages of the present disclosure may be realized byreference to the remaining portions of the specification and thedrawings, which forms a part of this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The description will be more fully understood with reference to thefollowing figures, which are presented as exemplary embodiments of theinvention and should not be construed as a complete recitation of thescope of the invention, wherein:

FIG. 1 illustrates a vehicle in accordance with embodiments.

FIG. 2 illustrates a vehicle platform in accordance with embodiments.

FIGS. 3A to 3D illustrate electric vehicle platform integrated withvarious vehicle bodies in accordance with embodiments.

FIG. 4 illustrates an electric vehicle platform having an embodiment ofa vehicle cabin configuration integrated therewith in accordance withembodiments.

FIG. 5 illustrates a vehicle platform framework in accordance withembodiments.

FIGS. 6A to 6G illustrate a lower load path energy absorption unit inaccordance with embodiments.

FIG. 7 illustrates a front deflector component in accordance withembodiments.

FIGS. 8A and 8B illustrate a transition section of a vehicle platformframework in accordance with embodiments.

FIGS. 9A and 9B illustrate a rear portion of a vehicle platformframework in accordance with embodiments.

FIG. 10 illustrates a rear portion of a vehicle platform in accordancewith embodiments expressing the post impact position of elements.

FIG. 11 illustrates a portion of a vehicle platform frameworkillustrating modular battery components in accordance with embodiments.

FIG. 12 illustrates a rocker panel enclosing a battery module inaccordance with the prior art.

FIG. 13 illustrates a cross sectional view of a vehicle platformframework having a top and bottom to a battery compartment in accordancewith embodiments.

FIG. 14 illustrates a bottom view of a vehicle platform in accordancewith embodiments.

FIGS. 15A to 15C illustrate a modular side impact component inaccordance with embodiments.

FIG. 16 illustrates a vehicle with side impact components in accordancewith embodiments.

DETAILED DESCRIPTION

Turning now to the drawings, embodiments of the invention include avehicle platform with a variety of crash features for the front, rear,and side portions of the vehicle. Specifically, embodiments include avariety of safety components and/or systems that can be tuned or adaptedto provide adequate protection to the passenger compartment and otherfunctional components of the vehicle platform. For example, someembodiments may have a crumple zone in the front of the vehicle. Thecrumple zone may be configured with a variety of features that can beimplemented individually or as a group to reduce the potential intrusionof the framework or other functional components of the vehicle into thepassenger compartment. Additionally, such features can reduce potentialdamage to such components as the drive train or battery compartment.Some embodiments may incorporate a lower load path structure connectedto the framework that is designed with a number of tunable portions orelements such as a compaction zone and a bending zone. Additionally,some embodiments may allow for compaction and/or bending to a certainpoint so as to further direct impact energy away from the passengercompartment and/or other functional components. Other embodiments mayinclude one or more bulkhead reinforcement elements integrated withinthe framework rails that slow, reduce, and/or stop the compaction of thefront end of the vehicle. Bulkhead elements can also be tuned oradjusted with respect to size, shape, and/or spacing to accommodate avariety of different impact energies. Additionally, other embodimentsmay include the use of one or more deflector elements affixed to thefront portion of the framework where an upper component is designed tobend and subsequently deflect the main body of the framework away fromthe point of impact. Likewise, some embodiments may have a lowercomponent along the lower load path positioned at a similar deflectionangle as the upper component and designed to aid in the deflection.

Many of the embodiments may also incorporate rear impact protectionsystems and components to absorb the energy from an impact and do so insuch a way that intrusion into the passenger compartment is minimized.For example, some embodiments may include a reinforcement patch disposedalong the side rails of the framework that act to minimize bending ofthe rear torque box in a rear end impact. Additional embodiments mayinclude various bulkhead elements disposed within the rear rails addingextra support and strength.

Various embodiments may also include a side impact protection elementthat is positioned between the body of the vehicle and the framework.The side impact protection as is described in the embodiments herein canhelp prevent intrusion into the passenger compartment as well as thesealed battery compartment.

Traditional vehicles may employ any number of crash features intovarious functional components as well as the body and/or frame of thevehicle. In some cases, the features may be shared across vehicleplatforms and some may share the same features within the same vehicleclassification. Traditional vehicles follow one of two fabricationtechniques, unibody or body on frame. Each of the two fabricationtechniques have various advantages and disadvantages including thestrength of the vehicle in a crash scenario. Unibody construction tendsto distribute the stresses throughout the body while a body on framerequires the frame to be strengthened to absorb the energy involved in acrash.

The advancement of electric vehicles is increasingly allowing automanufactures to rethink the traditional method of manufacturing vehiclesto exploit the advantages that electric vehicles offer. Some advantagesinclude the increase in available space above the wheelbase of thevehicle. With the absence of bulky internal combustion engines andrequisite transmissions, the lower portion of the vehicle can be madegenerally flat with many of the functional components of the vehiclehoused within a vehicle platform, commonly referred to as theskateboard. Accordingly, the vehicle platform within the context of theembodiments herein can be adapted for use with a number of bodystructures. With such advancements and adaptability to a variety of bodystructures the safety features of such vehicle platforms need to beadaptable such that the overall level of safety for the passengers ismaintained. The primary concern with such electric vehicles is to have agenerally universal vehicle platform that is designed to preventintrusion into the passenger compartment during the event of a crash.

While structural elements called crumple zones are often used in vehicledesign to absorb the energy from an impact by way of controlleddeformation to one or more components of the frame or other vehiclecomponents, implementing such crumple zones in electric vehicles canpresent some unique challenges as the extension of the passengercompartment further to the front and rear of the vehicle reduces theamount of deformation space for these crumple zones. Furthermore, asmany such vehicles include a battery compartment containing potentiallyflammable or explosive battery elements, new safety features must beimplemented to protect the battery compartment from unwantedpenetration.

Referring now to the drawings, within the context of electric vehicleswith a uniform vehicle platform, many embodiments are illustrated. FIG.1 illustrates an embodiment of a vehicle platform 100 with a frameworkstructure 102 that has a front and a rear portion. The platform 100incorporates an embodiment of a body structure 108 that has a passengerspace 110 that is ultimately the desired protection zone of the vehicle(i.e., with minimal crumple zone resulting from the absence of a frontengine compartment or trunk). The front portion may have a variety ofelements such as deflectors and a forward crumple zone that may bedesigned to absorb frontal impact energy in such a way as to protect thepassenger compartment.

FIG. 2 illustrates the overall layout of a vehicle platform 200 inaccordance with embodiments that integrates functional systems includingenergy storage, drive train, suspension, steering, braking, and safetysystems, additional other sub-systems and components substantiallywithin the boundaries of the vehicle platform. As used herein, theboundaries of the vehicle platform will be taken to comprise a generallyhorizontal vehicle platform plane 202 extending the width of the vehicleplatform and from the top face 204 of the uppermost frame structure 206to the bottom face 207 of the frame structure 208. In various otherembodiments the boundaries of the vehicle platform may also compriseareas positioned anywhere within the upper and lower dimensions of thewheels 210 and/or tires 211 of the vehicle. With respect to the platformplane, it should be noted that, as shown in FIG. 2, many embodiments ofthe vehicle platform may comprise a frame having portions disposed atdifferent heights relative to each other (e.g., having front and rearportions elevated relative to a central portion as illustrated in FIG.2), in such embodiments it will be understood that the platform plane202 may be described as an undulating plane such that in someembodiments functional components are defined as not extending above anundulating plane defined by an upper face of the subject portion of thevehicle platform frame. Regardless of the specific boundaries of thevehicle platform, it will be understood that in various embodimentsfunctional components within this platform plane may be disposed suchthat they do not extend within the inner volume defined by a vehiclebody when secured atop the vehicle platform.

Vehicle platforms capable of allowing for such self-contained layouts inaccordance with embodiments may be described in reference to variousinternal vehicle platform portions: a central portion generally disposedbetween the wheels, and front and rear portions extending from the endof the central portion to the front and rear ends of the vehicle.Additionally, many embodiments may have a transition portion thatconnects the front and rear portions to the central portion.Descriptions of the specific frame elements will be more fully describedlater, however, as shown in FIG. 2, these portions are subdivided andthe systems, subsystems and components are configured within such that aself-contained vehicle platform is realized.

The embodiment shown in FIG. 2 comprises one functional layout suitablefor an electric vehicle, including an energy storage system (e.g.,battery pack(s)) 212), front 214 and rear 216 drive trains (e.g.electric motors and associated power electronics, transmissions, etc.),and control systems, such as suspension, steering and braking 218. Ascan also be illustrated in the embodiment of FIG. 2, the drive trainelements (e.g., motors, transmissions, etc.) may be positioned in-linewith the wheel and close to the front and/or rear portions of thevehicle platform frame 206 thereby allowing for increased passengerspace within the vehicle cabin. In addition to the propulsion systemsand suspension systems that may be incorporated into the vehicleplatform 200, many embodiments may incorporate a variety of othercomponents such as control systems designed to operate a variety ofother systems (e.g., brakes, steering, cooling, etc.). In manyembodiments, the frame 206 of the vehicle platform 200 also comprises avariety of safety systems or features that are incorporated within theframe 206 of the platform 200. For example the front portion of theframe 206 that surrounds or houses the front drive train 214 may beprovided with a protective features (e.g., crumple zone) 220 with anupper 222 and a lower 224 load path configuration that are designed toabsorb the impact energy in a variety of manners.

Additionally, the rear portion of the frame 206 may be equipped with avariety of safety features or elements such as a reinforcement patch 228that may be positioned over any number of frame element attachmentpoints 226 to add additional strength to the frame 206. Furthermore, insome embodiments the reinforcement patches 228 may be adjusted inlength, width, and/or other physical dimensions to accommodate a numberof different impact forces.

Since many embodiments may incorporate any number of body structures itis important to understand how and why the various safety systemsdescribed herein can be used and/or tuned to the various vehicle bodiesto ensure optimal passenger safety. For example, FIGS. 3A to 3Dillustrate several embodiments of body structures that can havedifferent effects on the underlying vehicle platform from a functionaland a safety standpoint. FIGS. 3A and 3B illustrate an embodiment of avehicle with a taller and more open concept body or top hat structurethat can be dramatically different in terms of impact loads that thevehicle may see in any number of crash scenarios over the embodimentillustrated in FIG. 3C. Likewise, FIG. 3D illustrates other embodimentsof vehicles with top hat structures designed for a number of differentuses such as cargo transport. Accordingly, such embodiments may besubject to different loads during use which may be subject to differentimpact scenarios. Thus, the impact features of the embodimentsillustrated in FIGS. 3A-3C may necessarily be different even though theunderlying platform may have a similar form and structure. Hence a needto modularity can be required in the different structures.

FIG. 4 illustrates a specific example of a passenger compartment inaccordance with embodiments. In accordance with advancements in electricvehicles, many embodiments may incorporate an open passenger compartment400 where the front portion 410 is relatively minimalistic in that veryfew interactive components may exist. A steering column 403 may bepresent with a minimalized dash panel. In some contexts, a minimalistdesign approach can be beneficial. However, such embodiments can presentunique challenges from a safety standpoint that may require furtheradaptability and tuning to accommodate the various internal designtypes. As previously discussed, passenger safety is the primary functionof the safety features and ensuring that the passenger compartment isnot compromised or at least minimal penetration occurs in the event ofan accident. Therefore, many embodiments incorporate a variety offeatures that can help to reduce and or redirect the impact energy seenby the vehicle in any number or crash scenarios with any number ofvehicle body types.

Referring to FIG. 5 an embodiment of a vehicle platform frame 500 isillustrated. Within the frame 500, are a plurality of interconnectedframe elements that may also include a variety of features designed toprovide strength and support to the frame, the integrated functionalelements of the vehicle platform, as well as the overlying bodystructure. Additionally, the various interconnected elements may providestrength and rigidity that can be factored into the overall safety ofthe vehicle. Generally these structural elements can be divided betweenleft and right frame rails 502 that extend from the front 504 to therear 506 of the vehicle and define the length of the vehicle, and aplurality of lateral structural cross member elements (e.g., 508, 510,512, 514, 515, 516, 517, 518, 519) that extend between the frame railsand define the interior width of the vehicle. Although these frame railsand lateral structural elements are described collectively, it will beunderstood that in accordance with many embodiments they may and areoften formed of multiple interconnected structural elements.

In various embodiments, as shown in FIG. 5, the frame rails 502 may bedivided into a number of either unitary or separate and interconnectedstructural members that extend longitudinally between the front and rearends of the car. Starting at the front 504 of the vehicle platform, leftand right front frame rails 522 may extend backward from the vicinity ofthe front motor support cross member 510. Rearward of the front motorsupport cross members 510 the front frame rails angle outward and extendrearward passing through the front torque box 523 to meet the left andright mid-body side rails 524. Rearward of the mid-body side rails, leftand right rear frame rails 526 (which are either extensions of or joinedtogether with the mid-body side rails) angle inward and extend to thevicinity of the rear motor support cross member 518. For added strengthand rigidity a number of laterally disposed cross member structuralelements 512, 514, 515, 516 and 517 may extend between the mid-body sideand front/rear frame rails (e.g., 522, 524, 526). Although a specificnumber of lateral cross member structural elements are shown spanningthe mid-body side rails in FIG. 5, it will be understood thatembodiments may incorporate any number of such cross member structuralelements in any number of positions suitable to provide sufficientlateral support to the vehicle platform frame. Furthermore, many of thelateral structural elements can be tuned or adjusted dimensionally toprovide additional impact support in the event of a collision. Inaddition, further inner longitudinal structural members 528 may beprovided to further strengthen the inner spaces of the mid-body fromcollapse in case of front or rear impact. In various embodiments, railsand structural members may be formed of a common structural member(e.g., elements 524 and 538) such that the tooling required formanufacture of the various structural members may be reduced.

Although specific arrangements of structural members, materials andmethods of manufacture are described, it will be understood that manypossible arrangements of structural members may be implemented thatresult in the creation of a plurality of inner frame volumes.Specifically, as shown in FIG. 5, lateral structural elements 508 to 512extending between right and left front frame rail elements 522 define afront body space 534 in and around the front axle of the vehicleplatform. Likewise, lateral structural elements 517 to 519 extendingbetween left and right rear frame rail elements 526 define a rear bodyspace 536 in and around the rear axle of the vehicle platform. Betweenthe front and rear body space lateral elements 512 to 517 extendingbetween side rails 522 to 526 define a mid-body space 538, which itselfin many embodiments may be formed of a plurality of separate volumes byinternal lateral and longitudinal structural elements (as shown byelements 514, 515, 516, and 528 in the embodiment illustrated in FIG.5). In various embodiments, portions of the front 522 and rear 526 railelements and respective front 534 and rear 536 body spaces may beelevated relative to the rest of the vehicle frame to accommodatefunctional drive train components as well as set the optimal height forthe impact absorption region. The frame may also include other elementsto surround and protect an energy conversion system. Where portions ofthe vehicle platform frame are disposed at different elevations relativeto each other, it will be understood that the horizontal platform planemay take on an undulating conformation, as previously discussed.

Additionally, in order to provide adequate safety of the passengers,embodiments of the vehicle platform frame 500 may incorporate a varietyof front/rear and side impact crumple zones. For example, frame rails inthe front 532 and rear 533 in conjunction with front 508 and rear 519cross-members may work in concert as impact absorption/deflection zonesto absorb or redirect an impact that occurs on either the front or rearof the vehicle. The impact absorption/deflection zones may incorporate avariety of features that are known in the art including, but not limitedto, being made of an energy absorbing material, or being otherwiseconfigured to crumple or deform when subject to an impact. Variousmaterials may be used in the manufacture of the vehicle platform frame500 including, for example, steel, aluminum, titanium, metal alloys,composite material, carbon fiber, and various combinations thereof. Someembodiments may utilize a honeycomb pattern and/or structure to provideadditional energy absorption zones. Many embodiments may utilize avariety of bonding techniques to connect the various components, suchas, for example, welding and/or bolting. Additionally, some componentsmay be manufactured in any manner suitable to produce a portion of theframework that meets the desired outcome in terms of strength, function,and/or appearance. Furthermore, it should be understood that manyembodiments described herein may be adaptable or tuned to accommodate avariety of different vehicle configurations that may require differentloads as well as a unique number and combination of safety features.

The various embodiments described herein illustrate a vehicle platformthat dramatically increases design flexibility while maintainingessential comfort and safety requirements. Embodiments furtherillustrate the adaptability of the vehicle platform to a variety ofoperational environments that may require a variety of different safetyfeatures. While the current disclosure may focus on a number ofdifferent functional and safety elements as individual sections forclarity, it will be understood that vehicle platforms according toembodiments may combine, include or omit any of the described functionaland safety elements as desired by a specific vehicle design

Embodiments Implementing Front Impact Zones

Referring to the front 504 and rear 506 spaces, many embodiments mayincorporate a variety of safety features and/or elements designed toabsorb the energy from an impact. For example, the front space 504 mayhave an upper load path 545 and a lower load path 550 each of which willtake on a different load in the event of a vehicle impact. The loadpaths as described herein refer to the path in which energy is directedduring an impact event. As a vehicle can be exposed to any number ofimpact types, the different load paths can be designed to operate in avariety of manners to help absorb and deflect the energy of the impact.For example, in the United States, the Insurance Institute of HighwaySafety (IIHS), as well as the National Highway Traffic SafetyAdministration (NHTSA), routinely performs a number of vehicle impacttests to evaluate the safety features on vehicles. A zero degree fullfrontal impact test as well as partial overlap tests are generallyperformed on the front passenger and driver sides of the vehicle. TheIIHS evaluates, among other things, the amount of passenger compartmentpenetration in such tests and looks at the various structural elementsthat helped prevent or failed to prevent such penetration. Additionally,the IIHS performs similar side impact tests looking at similarpenetration aspects. Regulators in other countries perform similarsafety tests applicable to vehicles sold or distributed in thosejurisdictions.

The many frontal impact tests illustrate that the front portion of avehicle can experience high-energy absorption and thus many embodimentsmay require higher energy absorption over a short distance when thefront motor compartment length is reduced. Thus, many embodiments mayimplement a rigid barrier such as the upper rail elements 532 to performthe high-energy absorption early on in a frontal impact. However, it isundesirable for the load path to experience stack-up that results whenenergy absorption has bottomed out or reached its peak during the impactevent. Therefore, many embodiments may utilize an additional lower loadpath structural element 555 configured to engage at the beginning of theimpact event and stay engaged up to a desired point from which it canthen disengage from the impact direction. The disengagement can aid inremoving the vehicle from the direction of the impact, for example, bydeflection of the impact and direct the vehicle away from the impact.

The lower load path element 555, in accordance with many embodiments,may function atypical from that of a traditional feature. Traditionalfeatures tend to be designed to break away from the framework and act asdeflectors by disconnecting from the frame. In contrast, manyembodiments may utilize a lower load path that can maintain a connectionwith the vehicle framework structure while absorbing impact energy anddeflecting impact energy. The deflection component can work inconjunction with the frontal impact component during a full frontalimpact as well as deflecting during the an offset or partial offsetimpact.

Referring now to FIGS. 6A and 6B, an embodiment of a lower load pathelement 600 is presented. In many embodiments, the lower load pathelement 600 may be connected to and removable from a portion of theframe 602 that has a fixed length and the lower load path element mayhave multiple key elements designed to absorb the energy from an impactin different ways. For example, the front portion of the lower load pathmay be configured with a lower load path crush zone element 604 that isdesigned to crush during an impact. The crush zone element 604 may havea controlled deformation similar to a traditional crumple zone; however,the crushing may only occur over a desired range or distance. Inaccordance to many embodiments, the desired crush distance can becontrolled by various elements such as the material, overall shape anddesign, and some embodiments may utilize a crush control element 606.The crush control element 606, in accordance with many embodiments, isdesigned to keep the crushing within a desired crush zone beforetransmitting the impact forces into any additional element. This canhelp to prevent the undesirable stack up that can often occur in atypical crumple zone. In accordance with some embodiments, the crushcontrol element 606 can be tuned or adjusted in dimensions and/ormaterials in order to achieve the desired level of stack up. Once thelower load path crush zone 604 has reached the desired crush distance abending element 608 can then designed to bend the lower load pathelement 600 in a direction that can help move or adjust the vehicle awayfrom the direction of impact. Furthermore, such elements can help toreduce or eliminate the impact on the frame structure 602 therebyallowing for increased safety. As previously mentioned, the lower loadpath element can be removable from the frame work. Such adaptability andmodularity of elements can be appreciated from a variety of viewpointsincluding different vehicle body designs as well as vehicle maintenance.

In accordance with many embodiments, the length of the crush zone 604and control element 606 can be adjusted or tuned to account for thechange in forces that may vary with the number of top hat configurationsthat the vehicle may assume. FIG. 6B illustrates a lower load pathelement 600 after it has undergone an impact. It can be seen the crushzone 604 is compacted and the bending element 608 has been deformed insuch a way to minimize damage to the vehicle. This can be an importantpart of frontal crash elements. Accordingly, many embodiments of frontalcrash elements may incorporate different configurations of lower pathcrush elements to reduce the amount of impact that occurs and reduce therisk of an impact affecting the passenger compartment.

FIGS. 6C-6F provide an illustration of a sequence of impact energyabsorption that may occur during a vehicle crash. For example, FIG. 6Cillustrates a lower load path 600 prior to the introduction of impactenergy and an arrow 610 that indicates the direction of the impactenergy. FIG. 6D illustrates the initial crumpling that may occur in thecrush zone 604 and how the control element 606 can limit the amount ofcrumpling that can occur before the energy is transferred into thebending element 608. FIG. 6E further illustrates the bending element 608allowing for bending to occur over a desired range such that the impactenergy does not adversely affect the portion of the frame structure 602.This can be important in the function of any vehicle, since frame damagecan have lasting impacts on vehicle functionality. Furthermore, byreducing the effects of the impact on the frame, the use of crush zones,control elements, and bending elements, can help reduce the effects onthe passenger compartment. Finally, FIG. 6F illustrates an embodiment ofa final state of the lower load path after the absorption of the impactenergy 610. It can be appreciated, that numerous embodiments canincorporate impact control features along lower load paths to helpprotect the frame and passenger compartment.

The lower load path element as illustrated in FIGS. 6A-6F can help totake advantage of many things found in an electric vehicle and/or anelectric vehicle platform as described in the many embodimentsillustrated herein. For example, as illustrated in some embodiments theupper body can be expanded to the near extremes of the platform andincrease the volume of space within the passenger compartment. Suchexpansion can be supported by the modularity of the various embodimentsdescribed herein. Furthermore, the lower load path element, in manyembodiments, can help to prevent passenger compartment penetration overa shortened distance from a shorter motor compartment. This can allowfor a smaller overall footprint of a vehicle yet capitalize on theavailable space within that footprint and drastically improve the designcapabilities of a body for the platform.

Turning now to FIG. 6G embodiments of a crush control element 606 can beseen within a lower load path. As described above, the crush controlelement 606 may be positioned within the lower load path 600 such thatit aids in reducing the amount of compaction that the portions of thevehicle frame will ultimately see during impact. In many embodiments,the control element 606 is placed in an interface between the crush zone604 and the bending element. As can be appreciated, some embodiments mayincorporate an overlapping interface such that a portion of either thecrush zone 604 or bending element cooperatively engages with the other.In many embodiments, the control element 606 may be placed within thatengagement section.

Additionally, as previously discussed the length and/or size of thecrush control element 606 can be adjustable to account for the varietyof different vehicle configurations. For example, in some embodiments,the crush control element may be comprised of an upper 612 and a lower614 component. Each of the upper 612 and lower 614 components can beconfigured to have a variety of designs that allow for reduced weightand improved strength in accordance with many embodiments. Additionally,many embodiments may incorporate one or more mounting holes 616 that runthrough the crush control elements such that the crush control element606 can aid in securing the crush zone portion 604 to portions of thevehicle frame along the lower load path. In some embodiments, the crushcontrol element 606 can be secured with bushings or bolts or any numberof securing elements sufficient for the desired operation of the crushzone. It can be appreciated that the mounting method and/or position ofmounting holes can vary depending on the configuration of the crushcontrol element 606 and the overall desired impact resistance of thelower load path. It can be appreciated that various embodiments may useany number of materials and/or material combinations for the variouselements of the lower load path structure such as metal, plastic, and/orcomposite.

Referring back to FIG. 5, many embodiments of the front zone of theframe 504 may, as previously described, have a variety of crash featuresor impact protection features. For example, the upper load path 545 mayhave crumple zone or crush components built into the various structuralelements such as the upper front frame rails 532. Such elements can beessential to a frontal impact and having multiple crush elements canhelp to quickly absorb the energy from a frontal impact. However, asmentioned some impacts can occur at an offset to the front of thevehicle. As such, the IIHS performs offset crash tests to evaluate theimpact on the passenger compartment. Accordingly, many embodiments mayincorporate deflector elements (560 and 565) into the upper and lowerload path components. The deflectors, according to many embodiments canabsorb a portion of the impact along the load path but then actprimarily to deflect the vehicle away from the primary direction of theimpact. It is more desirable to limit the interaction with a shallowoffset rigid barrier and disengage the vehicle from the barrier asquickly as possible. Therefore, many embodiments may implement adeflector system.

Referring now to FIG. 7, embodiments of a front portion of a frameworkfor an electric vehicle platform can be seen. FIG. 7 illustrates acloser view of an embodiment of an upper and lower load path deflector702. The upper deflector 702, in many embodiments, may be attached toand extend outward from an upper impact beam 704 or away from thecenterline of the vehicle. In many embodiments, the upper impact beam704 may be connected to a portion of the vehicle framework 705 by sometype of fastening mechanism such as welding, bolts, or other suitableconnector. It can be appreciated that many embodiments may use aremovable fastener method to allow for the improved modularity of thedesign and further allow the upper impact beams to be removed orreplaced if damaged or if a new vehicle design is desired. Additionally,the upper impact beam 704 may be configured to receive a number ofdifferent impact loads and in accordance with various embodiments may bedesigned to crush or crumple a certain distance and minimize the impactto the vehicle framework 705. Accordingly, similar to the lower loadpath element illustrated in FIGS. 6A-6G, embodiments of the upper loadpath may incorporate an upper crush control element that sits at aninterface between the frame work 705 and the upper impact beam 704. . Itcan be appreciated that various embodiments may use any number ofmaterials and/or material combinations for the various elements of theupper load path structure such as metal, plastic, and/or composite

In many embodiments, the upper deflector 702 can be contoured to matchthe body of the vehicle. As shown in FIG. 7 many embodiments may keep aspace 706 between the outer portion of the upper deflector 702 and theupper impact beams 704. In some embodiments, this space 706 may bereduced by way of a spacer element 708. The spacer element 708 in manyembodiments may be a rigid element that may be formed or attached to theupper deflector 702. The spacer 708 may take on any number of desiredshapes such as a triangular shape as an example. The intent of thespacer is to allow for the impact energy from an offset impact toinstigate a bending moment on the upper deflector to the point where thespacer influences the upper impact beams. Having absorbed some energythe impact between the spacer 708 and the upper impact beams 704 canthen act to redirect the energy from the overall impact to deflect orpush the vehicle away from the source of the impact such as a rigidbarrier.

The upper deflector 702 in some embodiments may be designed to act inconjunction with the lower deflector 710. The lower deflector 710, inmany embodiments, may be a rigid element that is attached to the lowerload path impact beams 712. In many embodiments, the lower deflector 710may have a pre-shaped portion 714 that engages with the front portion ofthe lower load path impact beam 712, may be connected with a frontcrossbeam 716, and may extend rearward and outward at an angle away fromthe front of the vehicle. In some embodiments, the lower deflector 710may be attached to the lower load path impact beam 712 by way of aconnection bracket 718. It can be appreciated that both the upper andlower deflectors 702 & 710 can be removed as needed. Additionally, insome embodiments the lower deflector may have a variety of differentshapes that may coincide with the shape of the upper deflector 702. Manyembodiments of the lower deflector may be designed to redirect theenergy from an offset impact to push the vehicle off the impact sourceas quickly as possible. In many embodiments, the angle of the lowerdeflector may be parallel to the angle of the bent upper deflector. Inother words, when the upper deflector 702 has been deformed or bent tothe point in which the spacer 708 affects the upper impact beam, thebrunt of any remaining impact force can then be directed to the lowerdeflector 710 and lower impact beam. Alternatively, when the lowerdeflector 710 is engaged first the upper deflector 702 can be configuredto bend in conjunction with the contact. Once the engagement with thelower deflector is nearing completion, the upper deflector spacer 708may contact the body elements and continue to deflect the vehicle.Pairing the angles of the upper and lower deflectors can help to quicklypush the vehicle away from the source of impact smoothly between twoseparate but sequential pushes between the lower and upper deflectors.This can ultimately help to reduce the potential penetration into thepassenger compartment. Although, a specific embodiment of deflectors isshown, it should be understood that the deflectors could be tuned toaccommodate any number of impact loads that may be seen in accordancewith any number of upper body component used. Additionally, inaccordance with many embodiments, the impact components such as thespacer 708 and other deflector elements can be manufactured from anynumber of materials including metal, composite, carbon fiber, etc.Moreover, in many embodiments may have elements manufactured ofmaterials similar to other portions of the framework. It should beappreciated that many embodiments of an electrical vehicle platform mayincorporate one or more impact features described in relation to thefront impact zone. . It can be appreciated that various embodiments mayuse any number of materials and/or material combinations for the variouselements of the upper and lower deflectors such as metal, plastic,and/or composite

Referring back to FIG. 5, some embodiments may also incorporateadditional crash or impact protection elements that may be incorporatedinto the rear and/or front frame rails (522 and 526 respectively). Forexample, referring now to FIGS. 8A and 8B, cross sectional views of atransition rail 800 is presented. The transition rail 800 may serve as atransition between the front/rear portions of the vehicle framework andthe center section. In numerous embodiments of a vehicle frameworkstructure, the transition rails 800 can be configured to absorb impactenergy in a variety of ways. For example, some embodiments, asillustrated in FIG. 8A, may include a number of bulkhead elements (802,804, 806, & 808) that are positioned central to the rail elements near atransition point 810 between the upper rail portion 812 and a mid-bodyrail portion 814. The transition element can be a predefined stressreducer to allow for some minimal compaction to allow impact energy tobe transferred to the bulkhead elements. The bulkhead elements (802,804, 806, & 808) may be positioned such that there is a space 816between each of the bulkheads positioned in the transition region. Thebulkheads, in accordance with many embodiments, can act as a stoppingmechanism that reduces the bending or crumpling from an impact. Forexample, a frontal impact may cause a bending or crumpling to occuralong the length of the rails. The bulkheads, in many embodiments canadd strength and stiffness to the rails such that during the impact, thefront and rear bulkhead can be designed to touch or connect by fillingthe space 816 between the bulkheads. This can aid in stopping orreducing the effects of the impact. Essentially, the bulkheads can helpto control and reduce the intrusion into the passenger compartment.Although a certain spacing between the front and rear bulkhead elementsis shown, it should be recognized that the spacing might be adjusted byany number of methods to accommodate a variety of impact loads.Accordingly, as the body of the vehicle changes the space as well can beadjusted.

As illustrated in FIG. 8A, the bulkheads may be comprised of multiplecomponents. The front bulkhead may have two parts (802, 804) that aredesigned to cooperatively engage one with the other yet in the event ofan impact the front two bulkhead elements (802, 804) may barely contactor not contact at all. In other embodiments, the two bulkhead componentsmay be bonded together in such a manner that they remain in contact witheach other before and during the impact. In some embodiments, the twofront bulkhead components may have one or more flanges (818, 820)designed to overlap various interconnection points between the twocomponents. For example, one or both may have a flange portion thatoverlaps a portion of the rail such that it may form a connection pointbetween the bulkhead elements and the rails. Such attachment flanges maybe present on both the front and the rear bulkhead elements. Although aspecific design of the front and rear bulkhead elements is illustrated,it should be understood that the design, overlap, layout, connections,and/or material used for the bulkheads could vary in accordance with thesafety requirements. Moreover, it can be appreciated that manyembodiments may adjust the configuration, size, shape, and/or positionof the bulkhead elements to account for any number of impaction loads.Similar to the other frontal impact elements, the use of bulkheadelements within the rails can help maintain desired safety requirementswhile taking advantage of the many characteristics of electric vehiclesincluding maximizing the use of space in the passenger compartment.

Other embodiments may implement additional or modified bulkhead elementswithin the rails. For example, FIG. 8B illustrates a cross sectionalview of rail elements with modified bulkhead components 822. Someembodiments may incorporate the transition point 810 or a bending pointwithin the modified bulkhead. The bending point 810 may be anindentation within the rail and/or the bulkhead 822 or some otherfeature that is intended to allow for bending so as to transfer theimpact load away from the main structure. In various embodiments, themodified bulkhead can extend between the upper and mid-body rails (812 &814) thereby acting as a connection element that can serve as both astrengthening component as well as an impact absorption device withinthe rails. Some embodiments may also use a longitudinal bulkhead 824that runs along a longitudinal axis of the rail. In other embodiments,the longitudinal bulkhead 824 may be placed in any one of the railswhere a potential impact may occur. Moreover, although many embodimentsexhibit vehicle impact features that may be included or omitted invehicle platforms as described in the application, it will be understoodthat various combinations of such features may be used in any number ofvehicle designs. Thus, it can be appreciated that many embodiments mayutilize a variety of different bulkhead elements and bulkheadconfigurations to reduce the overall effects of a vehicle impact. It canbe appreciated that various embodiments may use any number of materialsand/or material combinations for the various elements of bulkheadsupport structures, such as metal, plastic, and/or composite

The above-discussion has focused on highlighting the characteristicfeatures of embodiments of front impact zones suitable for applicationsin a wide-variety of vehicle designs. In the sections that follow, focuswill be placed on embodiments of specific configurations of rear andside impact safety components that may be implemented separately and incombination to achieve the desired functionality and safety performance.

Embodiments Implementing Rear Impact Zones

Referring back to FIG. 5 in relation to the overall frame of a vehicleplatform, many embodiments have rear crush rails 533 and left and rightrear frame rails 526 that are designed to absorb and/or deflect theenergy from a rear impact. A rear impact can come from any number ofevents, including an oncoming vehicle while one is moving or stopped orthe rearward movement into another moving or stationary object.Accordingly protecting the passenger compartment from rearwardpenetration can be just as important as from the front. This isespecially true under the context of many embodiments of the vehicleplatform that maximizes the occupant space. As previously mentioned, themaximization of space creates shorter front and rear drive traincompartments that present unique challenges in designing adequate safetyfeatures. The forward and the rearward portions 504, 506 may in someembodiments be strengthened to provide increased safety but without theadded weight that can dramatically affect the efficiency of the vehicleoperation.

Referring now to FIGS. 9A and 9B an embodiment of the rear frame railsare illustrated in several cross sectional views. In some embodiments,it may be desirable to reduce the overall weight of the vehicle platformwhile maintaining the necessary strength to functional components of theoverall vehicle. Some embodiments may incorporate multiple reinforcementbulkheads 902 along the length of the inner portion of the rear framerails 900. The reinforcement bulkhead 902 according to embodiments canhelp to strengthen and stiffen the frame rails 900 in two differentscenarios. First, the bulkheads 902 that may be positioned near the rearof the vehicle can be positioned such that they provide added stiffnessand strength to the rails 900 to support the rear suspension system.Additionally, the rear most bulkheads can add stiffening material tohelp absorb impact energy from a rear impact. Likewise, the otherbulkheads 903 that run forward along the length of the rear frame rail900 may be positioned at various intervals to add strength and stiffnessto the rear frame rail 900. The additional bulkheads, in accordance withmany embodiments, can add additional strength and stiffness to the rearrails to minimize bending and compaction along the length of the railsduring a rear impact. It can be appreciated from FIGS. 9A and 9B thatthe reinforcement bulkheads 902/903 may be positioned along thecenterline of the rail 900 and may be sandwiched between an outer walland an inner wall. Although a specific arrangement of bulkheads isillustrated, it can be appreciated that any configuration of bulkheadswithin the rear frame rail 900 may be used to strengthen and stiffen therails without dramatically increasing the weight of the vehicle. In manyembodiments, the bulkheads may be manufactured by a variety of methodsincluding stamping, molding, casting, and/or forming both cold and hot.Likewise, the bulkheads may be made from any number of materialsincluding metallic, carbon fiber, composite, etc. Furthermore, manyembodiments may utilize a variety of combinations of bulkhead elementswithin the rail. For example some bulkheads may be concentrated withinthe rear most portion while other embodiments may place more emphasis inthe undulation or central portion of the rail. This can allow for a widerange of impact scenarios to be considered and can allow for a widerange of vehicle configurations to be achieved.

The impact energy can be absorbed in any number of ways and through avariety of components during an impact. Therefore, as has beenemphasized throughout, the protection of the passenger compartment is akey element in the safety features of a vehicle. Illustrated in FIGS. 9Aand 9B the rear frame rails have an offset undulation 904 along thelength of the rail 900. This can also be true for embodiments of thefront portion of the vehicle as shown in FIG. 5. The undulation 904, inaccordance with various embodiments, can help to increase the space inthe passenger compartment while providing adequate space in the vehicleplatform to support addition functional elements. However, theundulation 904 can create a stress point along the length of the framerails 900 and may require additional stiffness. While traditionalvehicles may add thickness to the rails, many embodiments of theplatform may incorporate an overlapping reinforcement patch 906. Thereinforcement patch 906 can act as a stiffener to the rail 900 in theevent of a rear impact. In some embodiments, one or more reinforcementpatches can be used to improve the overall strength of the undulation oroffset. It can be further appreciated that the reinforcement patch 906can have any number of configurations. For example, some embodiments mayhave one or more elongated patches. Additionally, various embodimentsmay vary the length of one or all of the reinforcement patches 906 toadjust the energy absorption capabilities of the rear impact zone.

The added stiffness, in many embodiments can help prevent the rear drivetrain and other functional components from bending up and into thepassenger compartment. Likewise, such patches can help to reduce thebuckling seen by the rails in a rear crash. In accordance with manyembodiments, the effectiveness of a reinforcement patch can beillustrated by FIG. 10. As shown, a small buckling zone or minimizedbuckling is illustrated in the undulation of the frame after a simulatedrear impact. Such reduction in buckling is highly desirable with respectto prevention of damage to the passenger compartment. Many embodiments,function to improve impact energy absorption and thus reduce the effectof the impact on the passenger compartment. This helps to ensure a safervehicle for the passengers. Moreover, although many embodiments exhibitvehicle impact features for the rear of the vehicle. It will beunderstood that various combinations of such features may be included oromitted as required by the specific vehicle design.

Embodiments of the Battery Compartment Impact Protection

In addition to implementing impact control features in the front andrear of a vehicle, it can be of even higher importance to consider thepotential for a side impact of a vehicle. As discussed above, in manyembodiments of a vehicle platform, the battery compartment or energystorage compartment can be positioned in an interior space and can bevulnerable from side impact. Referring now to FIGS. 11 to 16, elementsand components configured for the protection of the battery compartmentin a vehicle platform are presented. FIG. 11 illustrates an electricvehicle platform fame 1100 with an energy storage system 1102 located onan interior space 1104 of the framework. Such placement, on themid-point of the vehicle and at the vehicles lowest point isadvantageous for a number of reasons. The energy storage system for mostalternative fuel vehicles (whether pure electric or fuel cell) typicallycomprises a large proportion of the weight of the vehicle. By placingthis heavy component mid-vehicle and as close to the ground as possible,the center of gravity of the vehicle is shifted closer to the road. Thislow center of gravity tends to improve the handling characteristics androll over resistance of the vehicle. However, placing the energy storagesystem this close to the ground also creates potential hazards. In bothfuel cell and battery, electric vehicles the energy storage componentscan combust if they are damaged, either during a collision or throughimpact resulting from a road hazard, such as penetration of an objectinto the containment vessel.

To address this issue, many electric vehicle manufacturers design energystorage systems as a monolithic pre-sealed unit, which is inserted intoand separately sealed within a mid-body interior space of the frame.While this double hull construction does increase the force required topenetrate the battery compartment, and the frame of the energy storagesystem vessel may serve as a rigid lateral stabilizing element withinthe large open frame, the drawback is that inclusion of such a vesselinto the vehicle adds greatly to the weight of the energy storagesystem, which ultimately can have a negative impact on vehicle rangewith minimal improvement to vehicle safety. Likewise, traditionalelectric vehicles may implement traditional impact absorption materialsin and around the pre-sealed battery component. Additionally, somemanufactures may add additional strengthening materials near or aroundthe battery compartment. For example, FIG. 12 illustrates a view of abattery compartment with additional impact beams 1200 added to therockers. These additional elements can help with side impact energyabsorption; however, they also can add significant amounts of weight tothe vehicle and reduce its efficiency.

Referring back to FIG. 11, an embodiment of a vehicle platform framesimilar to FIG. 5 is illustrated. Specifically, FIG. 11 illustrated avehicle platform frame with an energy storage system 1102 (e.g., acompartmentalized battery pack) disposed within the interior spaces ofthe mid-body space 1104 of the vehicle platform 1100. As previouslydiscussed in relation to FIG. 5, the internal spaces of the vehicleplatform can take on any number of configurations. Likewise, theplacement of the energy storage system can have any number ofconfigurations in accordance with many embodiments. Numerous embodimentsmay not incorporate a pre-sealed battery unit but rather modular unitspositioned within the framework of the vehicle platform such that anynumber of vehicle configurations can be achieved. Accordingly, manydifferent embodiments of safety measures may be taken to keep thebattery compartment sealed and protected in the event of an impact.

In accordance with numerous embodiments, the battery compartment may besealed using an upper plate 1302 and a lower plate 1304 as illustratedin the cross sectional view of the platform frame of FIG. 13. As can beappreciated in FIG. 13, the upper plate 1302 may be positioned betweenthe front 1320 and rear 1325 rails and extend laterally across thevehicle platform. Although not fully discussed herein, the upper plate1302 may be configured with a number of attachment points 1306 that canallow for a body or other upper components to be attached to the vehicleplatform.

Since many embodiments may position the battery compartment lower in thevehicle for various reasons, it can be necessary to ensure theprotection of the battery compartment from the vehicle undercarriage.For example, FIG. 14 illustrates a view of a vehicle platform framework1400 with a bottom cover plate 1402 connected to at least portions ofthe framework 1400. In addition, since the bottom cover plate 1402serves as the only protection from intrusion of objects into the energystorage system space, additional safety features may be incorporated.The conventional approach is to install a bottom cover platesufficiently thick to absorb the energy of an impact completely,however, this solution results in high mass penalties. Accordingly,various embodiments may employ a sacrificial shear panel/layer attachedunder the energy storage system compartment that is configured to shearoff when the bottom cover plate 1402 is impacted, as illustrated in FIG.14. In many such embodiments, the bottom cover plate 1402 may be formedof two or more plies of material bonded together. In such embodimentsthe bottom layer is configured to be a sacrificial layer that shears offthe bottom cover plate when impacted resulting in minimal damage to thebottom cover plate.

The side impact of a vehicle is a significant safety concern in anyvehicle design. However, in an electric vehicle, such impacts canpresent unique design challenges because the majority of such vehicleshouse the battery compartment near the bottom of the vehicle for variousreasons previously discussed. Accordingly, not only is side impact acrucial consideration for passenger compartment penetration, it alsopresents an issue in preventing penetration into the batterycompartment, as the battery elements have the potential to explode orignite when damaged. As previously discussed, many electric vehiclemanufactures use pre-sealed battery components and subsequently addbulky heavy additional material to the side portions of the frame.Referring back to FIG. 12, prior art illustrates additional materialthickness in the rocker or side portion of the frame protecting thebattery compartment. Such protection may be simply adding additionalbulkhead supports within the rocker portion which are traditionally madeof steel thereby adding to the weight and reducing the efficiency of thevehicle. Therefore, a lightweight solution would be needed to improvevehicle efficiency and maintain safety.

For example, FIG. 15A illustrates an embodiment of a side impact energyabsorption unit that can help in reducing unnecessary bulk and weight inthe overall design of the vehicle platform. In accordance with manyembodiments, a vehicle may be configured with one or more modular energyabsorption modules 1500 as illustrated in FIG. 15A. In accordance withmany embodiments, the energy absorption module 1500 can be made up ofvarious components that allow for the ease of installation, modulation,and improved side impact resistance. For example, in numerousembodiments of the module 1500, the main component may have one or morepre-designed crush cans 1502 that are contained between a front 1504 anda rear 1506 backing plate. Additionally, the module may be positionedbetween one or more bulkhead elements 1508 that can add additionalimpact resistance.

As can be appreciated the energy absorption module can be configuredwith multiple crush cans based on the overall design of the vehicle. Forexample, while the module 1500 shown in FIG. 15A has four crush cans1502 displayed horizontally within a unit, the number of canshorizontally as well as vertically can be adjusted to accommodate adifferent level of energy absorption. Accordingly, the front 1504 andrear 1506 crush can backing plates could be modified to coordinate withthe number of crush cans 1502 disposed between them. Additionally, thelength of the crush cans can be tuned to the desired level of energyabsorption, although some limits may apply based on the design of theselected body. Likewise, the thickness of the crush cans 1502 may beadjusted to be thinner or thicker depending on the level of impactresistance or compaction desired. Furthermore, as illustrated in FIG.15A through 15C some embodiments may encapsulate the ends of the energyabsorption unit with one or more bulkhead elements 1508. The tunabilityof the crush can elements in accordance with many embodiments can allowfor the incorporation of various vehicle configurations while stillmaintaining the required level of safety and protection of the batterycompartment.

As can be appreciated, the crush cans 1502 can be tuned in terms ofcross sectional aspect ratio (length, width, height, as well as crosssectional shape), thickness, and size to accommodate a variety of safetylevels or impact absorption levels. The ultimate goal of embodiments ofthe crush cans 1502 is to prevent the intrusion into the batterycompartment while reducing the weight of the vehicle. Accordingly, manyembodiments of the crush cans 1502 may be designed to withstand acertain force necessary to protect the battery compartment frompenetration. Such embodiments may be configured to withstand a widerange of impact forces. Although some embodiments may be configured tosuch levels it should be understood that the crush cans 1502 can betuned accordingly to any desired level of force compatibility.

Illustrated now in FIG. 15B is an embodiment of a pre-packaged energyabsorption unit that has a plurality of energy absorption modules 1500located within a generalized casing 1510. As previously mentioned, eachof the energy absorption modules 1500 can contain multiple crush cans1502 and subsequent elements surrounding the crush cans (1504, 1506, &1508). In many embodiments, the casing 1510 can act as a housing thatsurrounds or partially surrounds the energy absorption modules 1500 aswell as the additional support structures like the bulkheads 1508.Additional bulkheads 1508 can be placed along the length of the casing1510 to provide additional strength and can also serve to reduce noiseand vibration in the vehicle. Although a certain configuration isillustrated, it should be understood by the modular nature of the crushcans 1502 that any variation or configuration of crush cans 1502 andbulkheads 1508 could be used for the desired level of impact energyabsorption. FIG. 15C illustrates an energy absorption unit in accordancewith embodiments illustrating the full casing element 1510 around thebulkhead 1508 and crush can (not shown). It should also be understoodthat many embodiments of the casing 1510 can be outfitted with a numberof attachment holes 1512 that allow for the ease of installation. Thiscan be beneficial during the installation of the energy absorptionunits. Additionally, it can be appreciated that the attachment holes1512 can provide for an improved maintenance process. Given themodularity of the side impact features, it can be appreciated that whenan energy absorption unit is damaged it can be easily replaced with anew modular unit. Additionally, the modularity of the components meansthat only the damaged units will need to be replaced rather than all ofthe units.

The modularity of the unit increases the flexibility when embodiments ofa vehicle incorporate a different body for the vehicle platform. Forexample, the vehicle can be configured with multiple energy absorptionunits, either along the length of the rocker or stacked verticallywithin the rocker(not shown) which can allow for any number of vehicleconfigurations to be obtained based on the desired body of the vehiclein accordance with many embodiments. Additionally, it should beunderstood that embodiments of the energy absorption unit might bemanufactured from any number of materials including metal, such asaluminum or steel, composites, carbon fiber, etc. It can be largelyappreciated that any such configuration could be used to accommodate thevariety of vehicle bodies that may be used.

Turning now to FIG. 16 a cross section of an embodiment of a vehiclebody platform 1600 giving view to the floor of the vehicle as well asthe underlying frame is illustrated. Along both sides of the batterycompartment 1602 an embodiment of a side impact energy absorption unit1604 is provided. It can be seen that the energy absorption unit 1604can be positioned between the body of the vehicle 1606 and the frame1608 of the vehicle platform. Generally, the body of the vehicle 1606may also incorporate other side impact features such as strengthened A,B, and C pillars (1610, 1612, 1614). Accordingly, many such embodimentsmay configure the energy absorption unit 1604 to be strengthened at eachof those locations to provide some additional structural support toprotect the passenger compartment as well as the battery compartment. Tofurther illustrate this point several bulkhead elements 1616 arerepresented in one of the side energy absorption unit 1604. Aspreviously mentioned, the side energy absorption units 1604 can beconfigured with multiple bulkheads 1616 and as discussed herein thebulkheads 1616 can be aligned with various other sections of the vehiclebody for additional impact resistance. Additionally, the crush canmodules (not shown) can be configured in any number of ways to fitbetween any number of bulkhead 1616 positions. The use of modular crushcans and an endless arrangement of bulkheads can help to reduce theamount of heavy material along the outer edges of a battery compartmentand thus reduce the overall weight of the vehicle. Even though suchelements can add to the total number of parts, the cost savings inweight reduction and vehicle efficiency can outweigh the complicationscreated by increasing the number of parts for production.

Although many embodiments exhibit energy storage systems and associatedsafety components and structures within embodiments of vehicleplatforms, it will be understood that various combinations of suchsystems and their structural and functional components may be includedor omitted in any number of designs included the many embodiments ofvehicle platforms as well as the associated impact safety features.

Summary & Doctrine of Equivalents

As can be inferred from the above discussion, the above-mentionedconcepts can be implemented in a variety of arrangements in accordancewith embodiments of the invention. Specifically, electric vehicles inaccordance with embodiments are based on the idea of separating thelower structure of the vehicle (e.g., vehicle platform or skateboard)from the vehicle body (e.g., passenger cabin) to create a modularvehicle platform. The modularity of the vehicle body adds to thecomplexity of maintaining safety of the passengers and functionalelements of the vehicle. Accordingly, many embodiments incorporate anumber of different safety features that, similar to the platform andbody, may be modular and adaptable in a number of configurations tomaintain an overall desired level of safety for both the passengers andvehicle components.

Accordingly, although the present invention has been described incertain specific aspects, many additional modifications and variationswould be apparent to those skilled in the art. It is therefore to beunderstood that the present invention may be practiced otherwise thanspecifically described. Thus, embodiments of the present inventionshould be considered in all respects as illustrative and notrestrictive.

1. (canceled)
 2. A vehicle platform comprising: a frame structurecomprising multiple interconnected structural elements forming a bodyhaving a front portion, a rear portion, and a central portion; whereinthe front portion comprises: an upper load path comprising an upperenergy absorption unit, the upper energy absorption unit comprising afirst crush zone configured to compact a first distance while absorbingenergy from an impact force; and a lower load path comprising a lowerenergy absorption unit, the lower energy absorption unit comprising (i)a second crush zone configured to compact a second distance whileabsorbing energy from the impact force and (ii) a bending zoneconfigured to bend and deflect subsequent energy not absorbed by thesecond crush zone.
 3. The vehicle platform of claim 2, wherein at leastone of the upper energy absorption unit and the lower energy absorptionunit is tunable so as to crush a specified distance range from receiptof the impact force.
 4. The vehicle platform of claim 2, wherein thelower load path comprises a tunable control element between the secondcrush zone and the bending zone, the tunable control element configuredto control an amount of compaction that occurs in the second crush zone.5. The vehicle platform of claim 2, wherein the upper load pathcomprises a tunable control element between the upper energy absorptionunit and a portion of the frame structure.
 6. The vehicle platform ofclaim 2, further comprising: a lower deflection element extendingoutward and rearward from a front end of the frame structure at an anglesuch that the lower deflection element progressively diverges from theframe structure, the lower deflection element configured to deflectimpact energy in a direction away from the frame structure.
 7. Thevehicle platform of claim 2, further comprising: an upper deflectionelement extending outward from the frame structure, the upper deflectionelement configured to move inward towards the frame structure during animpact, the upper deflection element comprising a spacer configured tostop deformation of the upper deflection element by contacting a portionof the frame structure during the deformation.
 8. The vehicle platformof claim 2, further comprising: multiple support elements disposedwithin the frame structure, at least two of the support elementsdisposed within a front transition portion of the frame structure andconfigured to contact each during an impact.
 9. The vehicle platform ofclaim 2, wherein the central portion is formed using at least a firstlateral element and a second lateral element and multiple centralspacing elements extending between the first and second lateralelements; and further comprising multiple longitudinal spacing elementsdisposed such that the longitudinal spacing elements are substantiallyperpendicular to at least one of the central spacing elements.
 10. Thevehicle platform of claim 2, further comprising: at least one sideimpact energy absorption unit, each side impact energy absorption unitcomprising: an elongated casing element; multiple hollow structuralcontainers attached to a front backing plate and a rear backing platesuch that the front and rear backing plates close off the hollowstructural containers, each of the front and rear backing platesattached to an inner surface of the elongated casing element; andmultiple side structural support elements disposed on at least one sideof the hollow structural containers and running parallel to the hollowstructural containers.
 11. The vehicle platform of claim 2, wherein: theinterconnected structural elements comprise side rails; and the rearportion comprises reinforcement patches disposed along the side railsand configured to reduce bending during a rear impact.
 12. A vehiclecomprising: a vehicle body; and a vehicle platform coupled to thevehicle body, the vehicle platform comprising: a frame structurecomprising multiple interconnected structural elements forming a bodyhaving a front portion, a rear portion, and a central portion; whereinthe front portion comprises: an upper load path comprising an upperenergy absorption unit, the upper energy absorption unit comprising afirst crush zone configured to compact a first distance while absorbingenergy from an impact force; and a lower load path comprising a lowerenergy absorption unit, the lower energy absorption unit comprising (i)a second crush zone configured to compact a second distance whileabsorbing energy from the impact force and (ii) a bending zoneconfigured to bend and deflect subsequent energy not absorbed by thesecond crush zone.
 13. The vehicle platform of claim 12, wherein atleast one of the upper energy absorption unit and the lower energyabsorption unit is tunable so as to crush a specified distance rangefrom receipt of the impact force.
 14. The vehicle platform of claim 12,wherein the lower load path comprises a tunable control element betweenthe second crush zone and the bending zone, the tunable control elementconfigured to control an amount of compaction that occurs in the secondcrush zone.
 15. The vehicle platform of claim 12, wherein the upper loadpath comprises a tunable control element between the upper energyabsorption unit and a portion of the frame structure.
 16. The vehicleplatform of claim 12, wherein the vehicle platform further comprises: alower deflection element extending outward and rearward from a front endof the frame structure at an angle such that the lower deflectionelement progressively diverges from the frame structure, the lowerdeflection element configured to deflect impact energy in a directionaway from the frame structure.
 17. The vehicle platform of claim 12,wherein the vehicle platform further comprises: an upper deflectionelement extending outward from the frame structure, the upper deflectionelement configured to move inward towards the frame structure during animpact, the upper deflection element comprising a spacer configured tostop deformation of the upper deflection element by contacting a portionof the frame structure during the deformation.
 18. The vehicle platformof claim 12, wherein the vehicle platform further comprises: multiplesupport elements disposed within the frame structure, at least two ofthe support elements disposed within a front transition portion of theframe structure and configured to contact each during an impact.
 19. Thevehicle platform of claim 12, wherein: the central portion is formedusing at least a first lateral element and a second lateral element andmultiple central spacing elements extending between the first and secondlateral elements; and the vehicle platform further comprises multiplelongitudinal spacing elements disposed such that the longitudinalspacing elements are substantially perpendicular to at least one of thecentral spacing elements.
 20. The vehicle platform of claim 12, whereinthe vehicle platform further comprises: at least one side impact energyabsorption unit, each side impact energy absorption unit comprising: anelongated casing element; multiple hollow structural containers attachedto a front backing plate and a rear backing plate such that the frontand rear backing plates close off the hollow structural containers, eachof the front and rear backing plates attached to an inner surface of theelongated casing element; and multiple side structural support elementsdisposed on at least one side of the hollow structural containers andrunning parallel to the hollow structural containers.
 21. The vehicleplatform of claim 12, wherein: the interconnected structural elementscomprise side rails; and the rear portion comprises reinforcementpatches disposed along the side rails and configured to reduce bendingduring a rear impact.